Download Service Manual Section 2, A1-A8. 1991

Check the start inhibitor switch/reverse lamp
switch
Check that the engine can only be started when the
gear selector lever is in P or N, and that the reversing
li ghts are on when the lever is in R.
I mportant! Gearbox oil should be at the right level
and operating temperature.
Move the lever to D and maintain pressure on the brake pedal.
Turn the ignition key to the starting position and keep
it there.
Slowly move the lever to N until the engine starts.
Release the brake pedal and check if the car creeps
forward.
Repeat the test, this time with the lever already in R
at the start of the test.
The car should not creep in either test.
Check the gearshift control
I t should only be possible to start the engine in P and
N.
The reversing light should come on in R.
Play in the shift from D to N should be greater than
or equal to the play in the shift from 2 to 1.
Check the gearshift control
I t should only be possible to start the engine in P and
N. Note! On cars with an electronic start inhibitor, the
gear selector lever should be able to be moved from
P only when the engine is on and the brake pedal is
pressed.
The reversing light should come on in R.
The gear selector lever should be vertical in P.
Play in the movement from D to N should be noticeable and less than or equal to:
- play in movement from 3 to 2 (ZF)
- play in movement from 2 to 1 (AW)
Check the gearshift control
It should only be possible to start the engine in P and
N.
Drive the car into the workshop bay with the parking
brake slightly engaged (pull up handbrake lever until
resistance is felt, plus one additional notch). Drive
max. 400 metres (max. speed 40 km/h) with the lever
i n this position!
Check brake performance
Full brake effect should be attained at:
2-8 notches for the 200, 700, 940/960, 850
max. 7 notches for the 400
Check that the catch functions and that the warning
l amp in the central instrument goes on and off as necessary.
Adjustment of parking brake
2401260, 700, 9401960:
Adjust inside the car
850
Adjustment should always be performed first at the
wheels, as follows:
Adjust the brake linings by rotating the link in the brake drum with a screwdriver. Rotate the link until the
wheels lock, then release 5 notches. If full braking
effect is not attained at 2-8 notches, adjustment
should be made at the lever inside the car.
400
Returning the parking brake
If fitted, remove the heat shield on the exhaust pipe.
Undo adjustment nut (1) until the wires are slack.
Use an extended socket (1159202-9 or 9986916-6)
on the B 20 F.
Disc brakes:
- Check that the lever (2) on the brake caliper rests agai nst the stoppers on both wheels. If not, adjust the brake mechanism. (See service manual for brakes, ops.
D1 and D5).
Drum brakes:
- Press the brake pedal firmly at least 20 times to ensure maximum setting for the automatic adjustment mechanism.
Adjusting the parking brake
Disc brakes:
- Turn the adjustment nut (1) in until the lever (2) lies
against the stops on both wheels.
Drum brakes:
- Screw in the adjustment nut (1) until the lug (3) can rotate freely.
Check that all exterior lighting functions properly.
Check that the glass lenses are undamaged and seal
properly.
Wipers - check
- that the various speeds function, including the intermittent wipe facility.
- setting and stop position
- tailgate wiper
- headlamp wiper function and stop position
Adjust if necessary.
Check the windscreen washers
Adjust the washer nozzles as in the illustrations.
Check the tailgate window washer too.
Check the headlamp washers
I f necessary, adjust the nozzles with a 0.6 mm thick
piece of piano wire. Do not use a needle. Note! 400 see below!
Auxiliary tools
The illustration shows an auxiliary tool which can easily be made in the workshop for adjustment of the headlamp washers on the 400.
I nsert the tool in the washer nozzle under-section.
Note! Never use the nozzle opening for adjustment.
This may damage the nozzle and result in a faulty
spray pattern.
Adjustment
Adjust the nozzles so that the jet of washer fluid strikes the headlamp glass 0-5 mm from the upper edge
of the glass.
Turn the washer nozzles to the side with the auxiliary
tool so that the spray pattern is symmetrical on the
right and left sides.
Note!
480: In order to test the washer system, the headl amp main beam must be switched on and off for every operation. The system sprays twice in sequence,
with an interval of 5 seconds.
4401460: The washer system only functions when the
headlamp main beam is switched on. The system
sprays washer fluid with a 5-second interval.
With extended release fork
Measure the distance (A) between the fork and the
bracket without touching the clutch pedal.
Measure the distance (B) between the fork and the
bracket with the clutch pedal pressed to the floor.
Adjust the fork's stroke (X) with the adjustment nut so
that distance A - B = 30±1 mm.
Without extended release fork
Measure the distance (A) between the fork and the
engine-gearbox contact area without pressing the
clutch pedal.
Measure the distance (B) between the release fork
and the engine-gearbox contact area with the clutch
pedal pressed to the floor.
Note: Use a pedal hook here.
Adjust stroke (X) for the release fork with the help of
the adjustment nut so that distance B-A is 22 mm ± 1
mm.
Check the kickdown wire's setting
Check that the throttle functions properly.
Delete the play in the throttle control cam by rotating
it clockwise a few mm, see illustration A. (only applies to the B 20)
Check the distance (dimension X) between the wire
sheath end and the wire stopper.
Min. distance 0.1 mm.
I f necessary, adjust with the sheath so that the correct distance is obtained.
Turn the throttle control until a slight resistance is felt
(kickdown-setting). Recheck the distance between
the wire sheath end and the wire stopper (dimension
Y).
Correct distance: 39 mm + dimension X.
I f necessary, adjust with the sheath until the correct
play is obtained.
Kickdown wire, adjustment
Remove the wire stopper from the wire.
Warning! Be careful not to damage the wire.
Attach a new wire stopper loosely to the wire. Turn
the throttle control in its middle position.
Delete the play in the throttle control cam by turning it
clockwise a few mm, see figure A. (applies only to
the B 20)
Attach the wire stopper (press it in lightly) 1 mm (B
18) or 4 mm (B 20) from the outer end of the sheath
(dimension X).
Turn the throttle control until a slight resistance is felt
(kickdown setting). Keep the throttle control in this position.
Measure the distance (dimension Y) from the wire
stopper to the sheath end.
Correct distance: 39.5 mm + dimension X.
Tolerance ± 0.5 mm.
If the correct distance cannot be achieved, adjust
with the sheath or move the wire stopper.
Clamp the wire stopper into its end position. Release
the throttle control.
Note! Check that the wire stopper does not strike the
pulley.
Check the setting of the kickdown wire
Turn the pulley to the full-throttle stopper.
I n this position it should be possible to pull the wire
out a further 1 mm (A).
Kickdown wire, adjustment
Undo the two lock nuts (1),
Turn the pulley to the full-throttle stopper and tension
the wire by pulling on the sheath's adjustment socket.
Note! Do not pull on the sheath itself.
Adjust the upper lock nut to obtain a play of
1 mm (B) between the attachment and the nut.
Tighten the lower nut (5 Nm).
Lock the nuts in place with a coat of paint.
Check that the wire is tensioned in the idling setting,
without pulling against the pulley, and that it is located securely in the pulley groove, running smoothly in
the sheath.
Check: Pull the wire out about 10 mm and release it
suddenly. A metallic clicking noise should be heard
from the throttle cam, when it reaches the standby
setting.
Wire too firmly tensioned: No clicking sound.
Slack wire: No kickdown function.
Adjustment: Adjust with the wire tensioner.
Note! Winter operation and short driving distances can result in the
formation of ice in the flame trap. This may in extreme cases result in
destroyed crankcase gaskets. It is therefore important to clean the flame
trap thoroughly.
• Clean/check the hose
• Clean the connection
• Clean/check the hose
• Clean the connection
,
. Check the condition of the hoses and check for blockage.
• Clean the nipple in the inlet manifold.
• Replace the flame trap (does not apply to turbo models).
The flame trap should be positioned in the T-piece.
• Check the condition of the hoses and check for blockage.
• Clean the nipple in the inlet manifold.
• Replace the flame trap (does not apply to turbo models).
The flame trap should be positioned in the T-piece.
• Clean/check the hoses
• Clean the calibrated nipple
• Clean the oil filler cap, if necessary change the strainer in the cap.
• Rotate the flame trap casing about 15 mm to the left
(bayonet catch).
• Pull out the flame trap and remove the oil filler cap.
• Blow-clean the hoses down towards the crankcase
ventilation.
• I nsert a new flame trap in the inlet hose and rotate the
flame trap outer casing back to its original position.
Remove the cover above the throttle pulley
Undo the hose clamp holding the inlet hose to the air
filter housing.
Remove the hose from the air filter housing and bend
it forward somewhat.
Remove the oil filler cap
Clean the crankcase ventilation / replace the flame trap
Remove the flame trap by rotating it about 15 mm to
the left (bayonet catch).
Clean the flame barrier casing (2) after the flame trap
has been removed. Blow-clean the hoses (1&3).
Clean the multi-nipple (4) inlets and outlets.
(does not apply to MA' 1995)
Note! The nipple on the small hose (3) has a calibrated hole with a diameter of 2.5 mm. (Use a drill for
cleaning)
I mportant!
Do not disconnect the hoses from the flame trap's
outer casing. The positioning of the hoses can affect
the function of the throttle control.
Fit a new flame trap
Fit a new flame trap with its outer casing in the inlet
hose.
Refit all the other parts.
• Clean/check the hose
• Clean the nipple
• Clean/check the hoses
• Clean the nipple
• Clean/check the hoses
• Clean the nipple
Check that there is no visible oil leakage and that the
fuel lines, coolant lines, vacuum hoses and crankcase ventilation hoses are correctly fitted and are
completely tight, with no leakage whatsoever.